“The weight reduction revolution in rail has arrived”
Lewis Melia - Technical Sales
Manager, Rail
For over 60 years TRB have been at the at the leading edge in providing innovative solutions using lightweight composite materials
In 1978-80 the London Underground District Line trains were the first
production trains in the UK to be fitted lightweight composite doors
In 2013 the Team Antarctic solar vehicle constructed from lightweight honeycomb composite panels
LONDON UNDERGROUND TICKET BARRIERS
Gate paddles manufactured using
lightweight honeycomb bonded to
aluminium skins
DRIVERLESS TAXI – HEATHROW TERMINAL 5
Aluminium Honeycomb floor structure for Driverless Taxi
LONDON EYE FLOOR PANELS
TRB supplied new aluminium
honeycomb composite floor
panels during the 10 year
overhaul program
RNLI - COMPOSITE POD
Composite pod designed and
manufactured by TRB to reduce
weight and improve the lifeboat
performance
INDUSTRIAL SECTORS
ALSTOM JUNIPER (EMU) FLOOR PANELS
Aluminium Honeycomb Floor Panels64 cars for Gatwick Express
120 cars for Scot Rail
120 cars for South West Trains
ALSTOM WCML PENDOLINO PARTITIONS
Carriage end and
Intermediate partitions
559 cars in total
ALSTOM WCML PENDOLINO TMO, SHOP & SERVERY
TMO, magazine rack and servery module
all supplied complete with wiring,
EAST COAST MAINLINE MK3/4 PARTITIONS
First class partitions and header
panels manufactured from
lightweight aluminium honeycomb
panels. Supplied 2011
VIRGIN VOYAGER CATERING MODULES
78 sets of catering modules
Aluminium honeycomb construction
Fitted with all attachment points
Grey hpl laminate finish
CLASS 378 LONDON OVERGROUND NLR/ELR
Plug Slide Detrainment Door
Full Design, Validation and Supply
Supplied with Portal frame all linkages, locks, mechanisms etc.
108 Detrainment Doors over 18 months
CLASS 377 TURBOSTAR - TOILET CUBICLE SECTIONS
Universal Access Toilet (UAT) Door fitted to
the Bombardier Class 172 Turbostars
LUL VICTORIA LINE UPGRADE (VLU) & SUB
SURFACE LINE (SSL)
Full Design, Validation and Supply
Fully fitted with glass, hinges, locks,
including portal frame and all electrics
94 M Doors (VLU)
658 R/S Doors (VLU)
378 M Doors (SSL)
So why the need for weight reduction in rail vehicles?
Trains were getting heavier due to increased passenger requirements such as:
● More comfort, more reliability, better travel experience
● Air conditioning
● Power sockets for mobile devices
..and then there is the demands from DoT and Network Rail due to energy usage and wear and tear on the network, lowering dwell times,
increasing access charges by the TOCs ● lighter vehicles
● Tilting mechanisms for faster journeys ● Changes to the regulations - PRM TSI
● Improved crash structures and crumple zones ● accomodate some from the first list without
exceeding tare axle weight
Current successes in mass reduction in rail vehicles.
● Alstom X’Trapolis, a new generation commuter train for the UK is
28% lighter than the average UK fleet and again uses 50% less energy by the use of lightweight composites, intelligent use of energy and regenerative braking systems
So what are the main areas for mass of a typical Rail Vehicle ?
● 20% Body Shell - commonly aluminium ● 35% Bogies and wheelsets - steel
● 5% HVAC - mainly steel
● 5% Internal and External Doors - aluminium
● 15% Passenger Interior (typical commuter train) - variety of materials including composites
So what areas of rail vehicles are already commonly using lightweight composite materials?
● floors
● Exterior and Interior Doors
● Draft Screens and Interior Partitions ● window pans ● Stand Backs ● Toilet Modules ● Galleys ● Threshold Strips ● Bicycle Racks ● Cupboards
Alternative lightweight composites materials to meet the demands of the rail industry over the coming years
● Carbon/phenolic pre-pregs ● Fire retardant foam cores
● Modified Epoxy glass pre-preg
● Phenolic SMC (sheet moulding compounds)
● Latest thermoplastic materials which have been developed with good FST properties
● Bio-resins and natural fibre reinforcements which are still in the early days but early tests suggest they will be able to meet the FST requirements for rail applications
Floors
Conventional Materials; Plywood
Lightweight Materials: Aluminium honeycomb
Advantages:
● Increased loading per sq/M for given support spacing ● Longer life especially in “wet areas”
● Lower refurbishment costs when replacing floor covering compared to timber alternatives
Toilet Module / Cabin
Conventional materials - GRP wet lay up
Lightweight materials - Aluminium honeycomb panels
Advantages:
● Weight saving in the region of 100kgs - 300Kgs
● Option for multiple finishes including paint, hpl, Novagraph/decals ● Adaptable without large tooling costs for new design/configuration
or changes
● Recyclable at end of life
Draft Screens, Saloon Partitions, Cupboards etc
Conventional Materials: Plywood, metal fabrications Lightweight Materials: Aluminium Honeycomb
Advantages:
● Reduced thickness thereby increasing the available passenger space
● Lightweight therefore making easier installation ● Recyclable at end of life
● Less susceptible to changing moisture conditions
Internal and External Doors
Conventional Materials: Aluminium castings, metal fabrication, Plywood (timber)
Lightweight Materials: Aluminium honeycomb bonded structures
Advantages:
● Lighterweight resulting in less demands on the operating mechanism
● Recyclable at end of life
● Lower inertia during operation
So what are the benefits to having lighter trains or lightening the load?
● Lower access charges due to reduced rail wear and infrastructure damage
● Improved corrosion resistance
● Improved ride and passenger comfort, putting the mass in the most appropriate position
● Reduced energy requirements ● Lower running costs
● Faster journey times for the passenger
What are the challenges for the rail industry and supply base?
● Knowing the actual financial savings of reducing weight
● Achieving weight savings within the existing cost base - cost neutral
● Combining functionality to achieve cost effective solutions
● Producing Innovative designs that meet the aspirations of all the stakeholders, train owners, OEM’S, refurbishment companies, train operators, green lobby and passengers
● Lack of availability for effective testing and operational feedback due to a lack of easily accessible off-network real life test
And just some of the complexities of the testing, regulations and compliance...
● Rail Standard EN 45545
○ Hazard Levels HL1, HL2, HL3 dependent upon vehicle and
journey
■ 4 types of vehicle N (standard), A (automatic with no
emergency trained staff), D (double decked), DS/S (sleepers or couchette)
■ 4 operating categories dependent upon the type of
journey ie no section/tunnel or elevated section longer than the length of the train with the tunnels etc making up no more than 10% of total journey time right through to London Underground.
● Test criteria
○ Flame spread
○ Ignitability
○ Rate of heat release
○ Smoke
